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WO2024240341A1 - Soupape de commande de frein pour un véhicule utilitaire - Google Patents

Soupape de commande de frein pour un véhicule utilitaire Download PDF

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Publication number
WO2024240341A1
WO2024240341A1 PCT/EP2023/063742 EP2023063742W WO2024240341A1 WO 2024240341 A1 WO2024240341 A1 WO 2024240341A1 EP 2023063742 W EP2023063742 W EP 2023063742W WO 2024240341 A1 WO2024240341 A1 WO 2024240341A1
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WO
WIPO (PCT)
Prior art keywords
valve
pressure
port
brake
inlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2023/063742
Other languages
English (en)
Inventor
Adam Lango
Leszek Toma
Izabela MIKOSIAK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Europe BV
Original Assignee
ZF CV Systems Europe BV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF CV Systems Europe BV filed Critical ZF CV Systems Europe BV
Priority to PCT/EP2023/063742 priority Critical patent/WO2024240341A1/fr
Publication of WO2024240341A1 publication Critical patent/WO2024240341A1/fr
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/327—Pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means

Definitions

  • Controlling the brake control valves electro-pneumatically is known in the art.
  • the brake control valves are controllable through electronic means to apply brakes of the vehicle. Should any of the components which enable the electronic control fails, it is envisaged that there should be a way to solely pneumatically control the brake control valves so that the intended brake demand originating from the driver's end can be implemented. Such fall back or redundancy means are known in the art and is part of legislative measures for controlling brake systems both in the past and present.
  • a brake control valve comprises a pneumatic pressure inlet port for receiving brake pressure reflecting a driver's brake demand pressure component, a relay valve comprising a control port, an input port and an output port, wherein, depending on control pressure received at the control port, the relay valve is configured to connect the input port with the output port; and an electropneumatic pre-control unit, wherein the output pressure of the electropneumatic pre-control unit is configured to supply the control pressure to the control port of the relay valve.
  • the electropneumatic pre-control unit comprises a solenoid valve and a pressure operated unit.
  • the pressure operated unit comprises a reciprocating structure such that the pressure operated unit is configured to receive the brake pressure reflecting the driver's brake demand pressure component from the pneumatic pressure inlet port and the electropneumatic pressure component from the solenoid valve, and to supply the control pressure, which is either the brake demand pressure or the electropneumatic pressure, to the control port of the relay valve.
  • the pressure components - the pressure component reflecting the driver's brake demand, which can be derived directly from a brake signal transmitter, and the electropneumatic pressure component, which is primarily an Electronic Control Unit (ECU) driven component - is supplied to the control port of the relay valve.
  • ECU Electronic Control Unit
  • the electropneumatic pressure component which is primarily an Electronic Control Unit (ECU) driven component - is supplied to the control port of the relay valve.
  • ECU Electronic Control Unit
  • ABS Anti-lock Braking System
  • traction control wheel slip control
  • the brake control valve further comprises a first pneumatically operable inlet valve being connected to a brake actuator at its outlet and being connected to the output port of the relay valve at its inlet, a first electronically operable inlet control valve comprising an inlet, an outlet and an exhaust port, wherein the inlet of the first electronically operable inlet control valve is connected to the output port of the relay valve and its outlet is connected to a first control line of the first pneumatically operable inlet valve, and wherein, in an open state, the first electronically operable inlet control valve establishes a pneumatic connection between its inlet and its outlet, and in a closed state, the outlet of the first electronically operable inlet control valve is connected with the exhaust port, a first pneumatically operable outlet valve being connected to the brake actuator at its outlet and being connected to an exhaust or relief port at its inlet, and a first electronically operable outlet control valve comprising an inlet, an outlet and an exhaust port, wherein the inlet of the first electronically
  • the brake control valve does not only enable it to be used in conjunction with the ABS systems where such electropneumatic brake control method is used to prevent wheel lock situations during the braking, but also enables combining a solenoid-actuated relay valve with ABS components.
  • a modular or finely controlled brake strategy can not only be implemented at the solenoid valve whose output is connected to the relay valve control port (see above), but also can be implemented right at the wheel end i.e., one tier of control before the wheel end brake actuators.
  • the first pneumatically operable inlet valve includes a diaphragm, which closes the connection between its outlet and the exhaust port when there is pressure in the first control line
  • the first pneumatically operable outlet valve includes another diaphragm, which closes the connection between its outlet and the exhaust port when there is pressure in the second control line.
  • the brake control valve further comprises a second pneumatically operable inlet valve being connected to another brake actuator at its outlet and being connected to the output port of the relay valve at its inlet, a second electronically operable inlet control valve comprising an inlet, an outlet and an exhaust port, wherein the inlet of the second electronically operable inlet control valve is connected to the output port of the relay valve and its outlet is connected to a third control line of the second pneumatically operable inlet valve, and wherein, in an open state, the second electronically operable inlet control valve establishes a pneumatic connection between its inlet and outlet, and in a closed state, the outlet of the second electronically operable inlet control valve is connected with the exhaust port, a second pneumatically operable outlet valve being connected to another brake actuator at its outlet and being connected to the exhaust or relief port at its inlet, and a second electronically operable outlet control valve comprising an inlet, an outlet and an exhaust port, wherein the inlet of the second electronically operable outlet control valve
  • the technical purpose of providing the arrangement as described in the previous paragraph is to combine the electropneumatic control at or before the wheel end actuator, in addition to provided solenoid valve-based control at the relay valve control port. This is provided at either end of the axle i.e., at two wheels. This also means, that both the wheel end brake actuators present at either end of the axles enjoy the anti-lock braking control in addition to finely tuned modular control enabled at the solenoid valve of the electropneumatic precontrol unit.
  • the brake control unit cumulatively incorporating the features described in the previous paragraphs is ideal to be used as a rear axle valve modulator or rear axle valve package or rear axle brake modulator that can perform braking using the manual brake pressure received from the brake signal transmitter along with the electropneumatic control (received, preferably from the ECU) at either ends of the axle at different points in time.
  • the second pneumatically operable inlet valve includes a yet another diaphragm, which closes the connection between its outlet and the exhaust port when there is pressure in the third control line
  • the second pneumatically operable outlet valve includes a still another diaphragm (which is different from the diaphragm, the another diaphragm, and the yet another diaphragm mentioned above), which closes the connection between its outlet and the exhaust port when there is pressure in the fourth control line.
  • the pressure operated unit includes at least one manual pressure receiving port at a first side of the pressure operated unit that is either directly or indirectly connected to a brake pressure outlet of the brake signal transmitter, and at least one electronically controlled pressure receiving port at a second side of the pressure operated unit, and wherein the pressure operated unit is configured such that the port which receives the pressure that is higher in magnitude is connected with the control port of the relay valve.
  • Another way to envisage the arrangement described in this embodiment is to allow the pressure component, which has reached the relay valve control port faster than the other pressure component (the manual brake pressure or the electropneumatic pressure component).
  • the electropneumatic pressure component reaches faster than the manual pressure component because electronic signals can be quickly implemented across the brake circuits in comparison to the speed at which the pneumatic signals can be transferred.
  • the provision of allowing the higher magnitude to be connected to the control port of the relay valve ensures that at least one component is used, regardless of how it reaches the control port of the relay valve. This provides safety as well as negligible perception of delay from the driver's end on applying the brakes.
  • the brake control valve according to any one of the above embodiments, wherein the pressure operated unit is a solely pneumatically operated valve with at least three ports and is configured to switch between two positions.
  • the technical purpose of this is to confirm that at least two control ports - one for receiving the driver's brake demand or manual pressure component and the other for receiving the electropneumatic pressure component - and one output port that transmits the pressure to the control port of the relay valve.
  • the brake control valve enables an arrangement, wherein the pressure operated unit is a double check valve or a select-high valve. Double check valves and in particular, select-high valve (as opposed to select-low valve) ensures that the port that receives the higher pressure moves any reciprocating structure of the pressure operated unit of the brake control valve.
  • the pressure operated unit with the shuttle would still be able to perform its function. In particular, this is the case when there is a slight delay in the arrival of the pressure at any one of the control or pressure receiving ports of the double check valve or pressure operated unit.
  • the shuttle closes one side of the actuation chamber.
  • the pressure operated unit is configured as a non-return valve and the reciprocating structure is an over-molded polymer component, wherein the non-return valve is configured to retain a last achieved position within the pressure operated unit, when the solenoid valve is in open position, and wherein, in the last achieved position, either the brake pressure reflecting the driver's brake demand from the pneumatic pressure inlet port or the electropneumatic pressure from the solenoid valve is connected to the control port of the relay valve.
  • the brake control valve further includes a digital pressure sensor that is configured to provide pulse width modulated signals, and wherein the digital pressure sensor is positioned at the output port of the relay valve.
  • Pulse width modulated signals for the pressure sensor provides for compliance according to "functional safety" requirements as per ISO standard 26262.
  • the solenoid valve comprises an inlet port, a first intermediary chamber that receives the pressurized fluid from a fluid reservoir via the inlet port, a spring-supported member for closing and/or opening a valve port connected to the first intermediary chamber, a magnetic excitation coil configured to either directly or indirectly move the spring-supported member to close and/or open the valve port, and a second intermediary chamber being isolated from the first intermediary chamber when the spring-supported member is closing the valve port, and an exhaust port connected to the second intermediary chamber when the spring- supported member is closing the valve port, wherein the pressure operated unit includes an actuation chamber that can be connected to the second intermediary chamber, and wherein, when the first and second intermediary chambers are connected to each other in that when the pressurized fluid from the first intermediary chamber reaches the second intermediary chamber, the solenoid valve is configured such that the connection between the second intermediary chamber and the exhaust port is blocked.
  • the actuation chamber is always connected with the second intermediary chamber.
  • the brake control valve further includes at least two non-modulated pressure outlets (a first and second nonmodulated pressure ports), wherein the at least two non-modulated pressure outlets receive the brake pressure directly from the output port of the relay valve, preferably with no valves or flow obstructing means present in a connecting line originating from the output port of the relay valve and ending at the at least two non-modulated pressure outlets.
  • Said nonmodulated pressure outlets enable the supply of unmodulated brake pressure directly to brake actuators.
  • the technical advantage is to provide a duplicate connection that directly supplies the pressure to the brake actuators.
  • the brake control valve is particularly suitable to be used as a rear axle modulator valve dedicated to control the brakes of a rear axle of a vehicle.
  • the rear axle modular valve dedicated to control the brakes of the rear axle brakes need not necessarily be suitable to be used elsewhere in the brake system.
  • a skilled person would not consider the brake control valve as described in the present invention to be a parking brake valve.
  • the brake control valve can be part of the brake control valve system associated with the front axle brakes, insofar as the brake control valve used in conjunction of the front axle brakes benefits from having a relay valve, which is one of the essential features of the present invention.
  • the brake control valve is envisaged that said valve can be a part of an electropneumatic brake system, preferably, an anti-lock brake system (ABS).
  • ABS anti-lock brake system
  • the electropneumatic brake system includes a fluid reservoir that serves as a unified pressurized fluid source for both the driver's brake demand pressure and the electropneumatic pressure component. Still furthermore, in accordance with an alternative embodiment, the electropneumatic brake system further includes a first fluid reservoir and a second fluid reservoir, wherein the first fluid reservoir serves as the pressurized fluid source for the driver's brake demand pressure component received directly from a brake signal transmitter at the pneumatic pressure inlet port and the second fluid reservoir serves as the pressurized fluid source for the electropneumatic pressure component received from the solenoid valve.
  • the magnitude of pressure of the pressurized fluid stored in the first fluid reservoir is different than the magnitude of the pressurized fluid stored in the second fluid reservoir.
  • the electropneumatic brake system as explained herein wherein the magnitude of pressure of the pressurized fluid stored in the second fluid reservoir is higher than the magnitude of pressure of the pressurized fluid stored in the first reservoir.
  • Fig. 1 discloses a schematic view of an electropneumatic brake system in accordance with a first embodiment of present invention
  • Fig. 2 discloses a partial cross-sectional view an electropneumatic pre-control unit (EPU) as a part of a brake control valve in accordance with the first embodiment of the present invention
  • Fig. 3 discloses a schematic view of an electropneumatic brake system in accordance with a second embodiment of a present invention.
  • Fig. 4 discloses a partial cross-sectional view an electropneumatic pre-control unit (EPU) as a part of a brake control valve in accordance with the second embodiment of the present invention.
  • EPU electropneumatic pre-control unit
  • Fig. 1 discloses a schematic view of an electropneumatic brake system 100 in accordance with a first embodiment of a present invention.
  • electropneumatic brake system 100 includes a brake control valve 102 (marked with the dotted line in Fig. 1; components falling within this dotted line can form brake control valve 102), a pressurized fluid source or a fluid reservoir 108, and a brake signal transmitter or generator 104.
  • brake signal transmitter or “brake signal generator” or “foot brake valve” and such refers to devices that are configured to receive a driver's brake demand provided via a pedal 104.4.
  • brake control valve 102 which comprises a pneumatic pressure inlet port 120 receiving brake pressure reflecting a driver's brake demand, a relay valve 124 comprising a control port 122, an input port 116 and an output port 132, wherein, depending on control pressure received at control port 122, relay valve 124 is configured to connect input port 116 with its output port 132.
  • Brake control valve 102 further includes an electropneumatic pre-control unit EPU1 wherein the output pressure of electropneumatic pre-control unit EPU1 is configured to supply the control pressure to control port 122 of relay valve 124.
  • Electropneumatic pre-control unit EPU1 comprises a solenoid valve 110 and a pressure operated unit 112.
  • Pressure operated unit 112 comprises a reciprocating structure (not shown in Fig. 1, but see e.g., reference sign "206" in Fig. 2 or “402" in Fig. 4) such that pressure operated unit 112 is configured to receive the brake pressure reflecting the driver's brake demand from pneumatic pressure inlet port 120 and (at the same time and/or additionally) the electropneumatic pressure from solenoid valve 110, and to supply the control pressure, which is either the brake demand pressure or the electropneumatic pressure, to control port 122 of relay valve 124.
  • the pressure component that is one of the driver's brake demand pressure arriving via port 120 and/or brake signal transmitter 104 and the electropneumatic pressure received from solenoid valve 110 is provided at control port 122 and/or at a control chamber (not shown in Fig. 1) of relay valve 124.
  • the driver's brake demand pressure can be supplied as is i.e., without any loss of pressure or substantial delay. This secures the minimum functioning of braking by engaging e.g., brake actuators 156 and 158 at the wheel end and consequently, fulfilling the legislative requirements of one or more jurisdictions.
  • brake control valve 102 of the present invention (any and/or all of the embodiments) further comprises a first pneumatically operable inlet valve 148 being connected to brake actuator 156 at its outlet and being connected to output port 132 of relay valve 124 at its inlet.
  • first pneumatically operable inlet valve 148 is provided at wheel end brake actuators such as 156 to enable direct "ON/OFF" configuration, and that too, based on a control method using pneumatic pressure source.
  • brake control valve 102 of the present invention includes a first electronically operable inlet control valve 136 comprising an inlet 136.2, an outlet 136.1 and an exhaust port 136.3, wherein inlet 136.2 of first electronically operable inlet control valve 136 is connected to output port 132 of relay valve 124 and its outlet 136.1 is connected to a first control line 160 of first pneumatically operable inlet valve 148, and wherein, in an open state, first electronically operable inlet control valve 136 establishes a pneumatic connection between its inlet 136.2 and outlet 136.1, and in a closed state, outlet 136.1 of first electronically operable inlet control valve 136 is connected with exhaust port 136.3.
  • Brake control valve 102 also additionally includes a first pneumatically operable outlet valve 150 being present between brake actuator 156 and an exhaust or relief port 134, wherein on activation enables connection between brake actuator 156 and exhaust port 134, and a first electronically operable outlet control valve 142 comprising an inlet 142.1, an outlet 142.3 and an exhaust port 142.2, wherein inlet 142.1 of first electronically operable outlet control valve 142 is connected to output port 132 of relay valve 124 and its outlet 142.3 is connected to a second control line 162 of first pneumatically operable outlet valve 150.
  • pneumatically operable inlet and outlet valves such as 148 and 150 as illustrated in Fig.
  • first electronically operable inlet and outlet control valves 136 and 142 provide in combination with pneumatically operable inlet and outlet valves such as 148 and 150 a finely modulated pressure control when, for instance, wheel end brake actuator 156 needs to be precisely controlled for wheel slip prevention.
  • pneumatically operable inlet and outlet valves 148 and 150 in the manner as illustrated in Fig. 1 (also in Fig. 3), said valves can be configured to retain a default position that needed to be assumed for enabling at least one safety feature. For instance, when there is any failure in electronic component, it could be necessary to enable purely pneumatic pressure control.
  • first pilot control line 148.1 is connected to line 140 that is connected to output port 132 of relay valve 124 and/or line 172 leading to brake actuator 156. If there is no control pressure at line 160, the pressure from line 140 and/or from line 172 will move valve 148 from closed to open position and the desired brake pressure will reach wheel end brake actuator 156. Similar to valve 148, first pneumatically operable outlet valve 150 also includes a second pilot control line 150.1 connected to line 170 that leads to exhaust or relief port 134 and/or to line 172.1 that leads to brake actuator 156. This enables first pneumatically operable outlet valve 150 to retain its default position e.g., of being closed since one side of valve 150 that is connected to pilot control line 150.1 is always connected to atmosphere via exhaust or relief port 134.
  • a combination of the electronically operable inlet and outlet valves along with the pneumatically operable inlet and outlet valves provide a design flexibility in use, in that, when a finely modulated electronic control such as wheel slip control is not possible, at the least, the driver's brake demand reaches the wheel end brake actuators.
  • first pneumatically operable inlet valve 148 includes a diaphragm, which closes the connection between output port 132 of relay valve 124 and brake actuator 156 when there is no pressure in first control line 160
  • first pneumatically operable outlet valve 150 includes a diaphragm, which closes the connection between brake actuator 156 and exhaust or relief port 134 when there is pressure in second control line 162.
  • first electronically operable inlet and outlet control valves 136 and 142 act as a pilot control for the diaphragms of first pneumatically operable inlet valve 148 and first pneumatically operable outlet valve 150.
  • the diaphragms also generally provide a sealing effect against the parts that they are assembled with, especially when the diaphragm is sandwiched between two housing parts.
  • EP3494018A1 discloses some of the modes in which a diaphragm of an ABS valve is sandwiched between the two housing parts.
  • brake control valve 102 further comprises a second pneumatically operable inlet valve 152 which is connected to another brake actuator 158 at its outlet and being connected to output port 132 of relay valve 124 at its inlet, a second electronically operable inlet control valve 144 comprising an inlet 144.1, an outlet 114.3 and an exhaust port 144.2, wherein inlet 144.1 of second electronically operable inlet control valve 144 is connected to output port 132 of relay valve 124 and its outlet 144.3 is connected to a third control line 164 of second pneumatically operable inlet valve 152, and wherein, in an open state, second electronically operable inlet control valve 144 establishes a pneumatic connection between its inlet 144.1 and outlet 144.3, and in a closed state, outlet 144.3 of second electronically operable inlet control valve 144 is connected with exhaust port 144.2, a second pneumatically operable outlet valve 154 present between brake actuator 158 and exhaust port 134 , and a second electronically operable outlet control valve 146 comprising an inlet 146.1,
  • second pneumatically operable inlet valve 152 includes a diaphragm, which closes the connection between output port 132 of relay valve 124 and brake actuator 158 when there is no pressure in third control line 164, and wherein second pneumatically operable outlet valve 154 includes a diaphragm, which closes the connection between brake actuator 156 and exhaust or relief port 134 when there is pressure in fourth control line 166.
  • second pneumatically operable inlet valve 152 includes a third pilot control line 152.1 and second pneumatically operable outlet valve 154 includes a fourth pilot control line 154.1.
  • Third pilot control line 152.1 is connected to line 176 and/or line 174 leading to brake actuator 158, which in turn is connected to output port 132 of relay valve 124 whereas fourth pilot control line 154.1 is connected to line 170 leading to exhaust or relief port 134 and/or line 174.1 that leads to brake actuator 158. Pilot control lines 152.1 and 154.1 assist in retaining valves 152 and 154 in their respective default positions.
  • pressure operated unit 112 includes at least one manual pressure receiving port 112.1 or 112.2 at a first side of pressure operated unit 112 that is either directly or indirectly connected to a brake pressure outlet 104.3 of brake signal transmitter 104 or to control port 122 of relay valve 124, and at least one electronically controlled pressure receiving port 112.3 at a second side of pressure operated unit 112, and wherein pressure operated unit 112 is configured such that the port or ports which receive or receives the pressure that is higher in magnitude is connected with control port 122 of relay valve 124.
  • two sides of pressure operated unit 112 are to be understood as lateral sides of unit 112 shown in Fig. 1. By providing two separate sides for receiving the control pressure components at pressure operated unit 112, the sources of pressure components are provided to move pressure operated unit 112 to either of the displayed positions in Fig. 1.
  • port 104.3 of brake signal transmitter 104 can be connected to port 112.4 as well as port 112.1 of pressure operated unit 112.
  • port 112.1 branches out from line 120 which connects with port 104.3 of brake signal transmitter 104.
  • the same side of pressure operated unit 112 where port 112.1 is connected to also connects with control port 122 and/or a control chamber (not shown in Fig. 1) of relay valve 124 via port 112.2.
  • the pressure from brake signal transmitter 104 can reach control port 122 via line 120, then port 112.1 which branches out from line 120, then via port 112.2.
  • pressure operated unit 112 moves to a position, whereby pressure from line 120 is connected to port 112.6 of pressure operated unit 112 via port 112.4. This results in pressure from line 120 reaching control port 122 of relay valve 124. Consequently, pressure operated unit 112 is designed or configured such that pressure operated unit 112 is a solely pneumatically operated valve with at least three ports 112.4, 112.5, 112.6, 112.1, 112.2, 112.3 and is configured to switch between two positions.
  • brake control valve 102 further includes a digital pressure sensor 128 that is configured to provide pulse width modulated signals, and wherein digital pressure sensor 128 is positioned at output port 132 of relay valve 124. Pulse width modulated signals increase the safety of overall device and provides more precise pressure signals.
  • a fluid reservoir 108 is provided that serves as a pressurized fluid source for both the driver's brake demand pressure and the electropneumatic pressure. This is only for illustrating that it is possible to use a single pressurized fluid source for operating the entirety of brake control valve 102. In an alternative embodiment, it is possible that there are two fluid reservoirs provided, wherein one of them serves as a pressurized fluid source for the electropneumatic pressure component leaving solenoid valve 110 and the other serves as a pressurized fluid source for brake signal transmitter 104.
  • brake signal transmitter 104 includes an electronic pedal sensor (not shown in Fig. 1 or Fig. 3) which is configured to convert the driver's demand received via pedal 104.4 to an electronically readable data.
  • an electronic pedal sensor (not shown in Fig. 1 or Fig. 3) which is configured to convert the driver's demand received via pedal 104.4 to an electronically readable data.
  • PCT application bearing PCT/EP2022/058614 discloses one such sensor which uses the stroke length determined via a magnetically activated circuit as an indicator for the driver's brake demand.
  • Electropneumatic brake system 300 includes brake control valve 302 of the second embodiment.
  • Brake control valve 302 is marked with a dotted line in Fig. 3 just like brake control valve 102 is marked with a dotted line in Fig. 1 to indicate which components or elements are part of the respective brake control valve(s).
  • Fig. 4 discloses a partial cross-sectional view an electropneumatic pre-control unit EPU2 as a part of brake control valve 302 in accordance with the second embodiment.
  • a general working principle of electro-pneumatic unit EPU2 of the second embodiment of the present invention is explained herewith.
  • the pressure from fluid reservoir 108 enters port 110.1, it is filled temporarily in first intermediary chamber 220.
  • the vulcanized rubber provided at the central region of spring- supported member 218, wherein the central region is darkly shaded in Figs. 2 and 4, is positioned directly in contact with port 212 and thereby blocking the pressurized fluid entering from first intermediary chamber 220 to second intermediary chamber 216.
  • shuttle 402 moves to block manual pressure port 202.
  • a connection is established between electronically controlled pressure receiving port or second actuation chamber 306 as shown in Fig. 4 and relay valve control port chamber 122.1. This is because the pressurized air from second actuation chamber 306 is connected via a channel 404, in particular when shuttle 402 has moved towards port 202.
  • the pressure from relay valve control port chamber 122.1 can be connected with control port 122 of relay valve 124 for activation.
  • brake signal transmitter 104 which is connected to the atmosphere
  • 112.3 an electronically controlled pressure receiving port or actuation chamber of pressure operated unit 112; note that line 112.3 branches away or connected to outlet port 110.2 of solenoid valve 110 and/or branches away or connected to port 112.4 of pressure operated unit 112
  • relay valve control port chamber may not be part of relay valve in itself, but chamber 122.1 can be functionally connected to the control chamber of the relay valve
  • axle preferably a rear axle of a vehicle, preferably a commercial vehicle
  • exhaust cap 240 pores or holes of exhaust cap 238 that connects exhaust chamber 236 with the atmosphere

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne une soupape de commande de frein (102 ; 302) qui comprend un orifice d'entrée de pression pneumatique (120) recevant une pression de frein reflétant un composant de pression de demande de frein du conducteur, une valve-relais (124) comprenant un orifice de commande (122), un orifice d'entrée (116) et un orifice de sortie (132), en fonction de la pression de commande reçue au niveau de l'orifice de commande (122), la valve-relais (124) étant configurée pour connecter l'orifice d'entrée (116) à l'orifice de sortie (132), et une unité de précommande électropneumatique (EPU1 ; EPU2), la pression de sortie de l'unité de précommande électropneumatique (EPU1 ; EPU2) étant configurée pour fournir la pression de commande à l'orifice de commande (122) de la valve-relais (124), caractérisé en ce que l'unité de précommande électropneumatique (EPU1 ; EPU2) comprend une électrovanne (110) et une unité actionnée par pression (112 ; 304). En particulier, la soupape de commande de frein est configurée pour fonctionner en tant que soupape de modulateur d'essieu arrière d'un système de frein électropneumatique d'un véhicule utilitaire.
PCT/EP2023/063742 2023-05-23 2023-05-23 Soupape de commande de frein pour un véhicule utilitaire Pending WO2024240341A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010094481A2 (fr) * 2009-02-20 2010-08-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Module de régulation de pression électro-pneumatique avec canaux de régulation de pression sur circuits pneumatiques séparés
WO2013167759A2 (fr) * 2012-05-11 2013-11-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif à soupape de commande pour un frein de véhicule ferroviaire
EP3494018A1 (fr) 2016-08-02 2019-06-12 WABCO Europe BVBA Ensemble soupape à membrane

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010094481A2 (fr) * 2009-02-20 2010-08-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Module de régulation de pression électro-pneumatique avec canaux de régulation de pression sur circuits pneumatiques séparés
WO2013167759A2 (fr) * 2012-05-11 2013-11-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Dispositif à soupape de commande pour un frein de véhicule ferroviaire
EP3494018A1 (fr) 2016-08-02 2019-06-12 WABCO Europe BVBA Ensemble soupape à membrane

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